System and method for aircraft incident mitigation

ABSTRACT

In response to determining that a panic situation exists, an aircraft panic component can at least partially disable various systems of an aircraft, such as a navigation system (e.g., flight plans), an operational system (e.g., aircraft controls), or other suitable systems. For example, elements of a navigation and/or operational system of the aircraft may be disabled to disable local (e.g., pilot or cockpit) control of those system and/or to at least partially disable local operational systems of the aircraft (e.g., hydraulic or pneumatic flight control mechanisms, etc.). The navigation system can be updated with a new flight plan and the aircraft can have its autopilot engaged to pilot the aircraft according to the new flight plan such as to direct the aircraft to a certain altitude and/or heading. A remote terminal can be notified of the panic situation and control of the navigation system and/or operational systems can be turned over, potentially exclusively, to the remote terminal.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of, and claims priority to each of,U.S. patent application Ser. No. 14/702,693, filed May 2, 2015, andentitled, “SYSTEM AND METHOD FOR AIRCRAFT INCIDENT MITIGATION,” which isa continuation of U.S. patent application Ser. No. 11/106,871, filedApr. 15, 2005, and entitled, “SYSTEM AND METHOD FOR AIRCRAFT INCIDENTMITIGATION,” which is a continuation of U.S. patent application Ser. No.10/245,064, filed Sep. 17, 2002, and entitled, “SYSTEM AND METHOD FORAIRCRAFT INCIDENT MITIGATION,” which claims the benefit of U.S.Provisional Application Ser. No. 60/322,867, filed Sep. 17, 2001, andentitled, “SYSTEM AND METHOD FOR AIRCRAFT INCIDENT MITIGATION,” theentireties of which are incorporated herein by reference.

TECHNICAL FIELD

The present invention relates to the field of systems and methods foraircraft incident mitigation.

BACKGROUND OF THE INVENTION

As demonstrated by the recent hijacking of commercial aircraft and thetragic consequences resulting therefrom, there is a need for systems andmethods for mitigating aircraft incidents in the future.

SUMMARY OF THE INVENTION

The following presents a simplified summary of the invention in order toprovide a basic understanding of some aspects of the invention. Thissummary is not an extensive overview of the invention. It is notintended to identify key or critical elements of the invention or todelineate the scope of the invention. Its sole purpose is to presentsome concepts of the invention in a simplified form as a prelude to themore detailed description that is presented later.

The present invention relates to a system and method for mitigating anaircraft incident. According to an aspect of the present invention, asystem is provided having an aircraft panic component coupled to aterminal component. The aircraft panic component facilitatesidentification of a panic situation and communicates informationassociated with the panic situation to the terminal component. Theaircraft panic component is further operative to, at least partially,disable a navigation system(s) and/or operational system(s) of anaircraft.

Another aspect of the present invention provides for the aircraft paniccomponent to have at least one panic device (e.g., button and/orswitch). The panic device signals a panic situation to the aircraftpanic component. The aircraft panic component can communicate the panicsituation to an aircraft navigation component. The aircraft navigationcomponent can, at least partially, disable the navigation system of theaircraft. Optionally, in a panic situation, an aircraft operationalcomponent can, at least partially, disable the operational system(s) ofthe aircraft.

Yet another aspect of the present invention provides for a safe zonecomponent. The safe zone component can be part of the aircraft paniccomponent, the terminal component, a remote component or a combinationthereof. The safe zone component can utilize aircraft positionalinformation, aircraft condition information and/or aircraft resource(s)(e.g., fuel level) to determinate a course of action for the aircraft ina panic situation.

Another aspect of the present invention provides for aircraftnavigational information and/or aircraft operational information to besent via an aircraft communication component to a remote system having aremote communication component and a remote analyzing componentfacilitating transfer of information related to navigational and/oroperational system(s) of the aircraft.

Yet other aspects of the present invention provides for methods formitigating an aircraft incident, a computer readable medium havingcomputer executable instructions for mitigating an aircraft incident anda data packet adapted to be transmitted between two or more computerprocesses related to mitigating an aircraft incident.

The following description and the annexed drawings set forth in detailcertain illustrative aspects of the invention. These aspects areindicative, however, of but a few of the various ways in which theprinciples of the invention may be employed and the present invention isintended to include all such aspects and their equivalents. Otheradvantages and novel features of the invention will become apparent fromthe following detailed description of the invention when considered inconjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic block diagram of an aircraft incident mitigationsystem in accordance with an aspect of the present invention.

FIG. 2 is a schematic block diagram of an aircraft incident mitigationsystem in accordance with an aspect of the present invention.

FIG. 3 is a schematic block diagram of an aircraft incident mitigationsystem in accordance with an aspect of the present invention.

FIG. 4 is a schematic block diagram of a safe zone component inaccordance with an aspect of the present invention.

FIG. 5 is a state diagram in accordance with an aspect of the presentinvention.

FIG. 5a is a state diagram in accordance with an aspect of the presentinvention.

FIG. 6 is a schematic block diagram of an aircraft incident mitigationsystem in accordance with an aspect of the present invention.

FIG. 7 is a schematic block diagram of an aircraft incident mitigationsystem in accordance with an aspect of the present invention.

FIG. 8 is a flow chart illustrating a methodology for mitigating anaircraft incident content in accordance with an aspect of the presentinvention.

FIG. 9 is a flow chart illustrating a methodology for mitigating anaircraft incident content in accordance with an aspect of the presentinvention.

FIG. 10 is a flow chart illustrating a methodology for mitigating anaircraft incident content in accordance with an aspect of the presentinvention.

FIG. 11 is a flow chart illustrating a methodology for mitigating anaircraft incident content in accordance with an aspect of the presentinvention.

DETAILED DESCRIPTION OF THE INVENTION

The present invention is now described with reference to the drawings,wherein like reference numerals are used to refer to like elementsthroughout. In the following description, for purposes of explanation,numerous specific details are set forth in order to provide a thoroughunderstanding of the present invention. It may be evident to one skilledin the art that the present invention may be practiced without thesespecific details. In other instances, well-known structures and devicesare shown in block diagram form in order to facilitate description ofthe present invention.

As used in this application, the term “component” is intended to referto a computer-related entity, either hardware, a combination of hardwareand software, software, or software in execution. For example, acomponent may be, but is not limited to being, a process running on aprocessor, a processor, an object, an executable, a thread of execution,a program, and a computer. By way of illustration, both an applicationrunning on a server and the server can be a component.

Referring to FIG. 1, a system for mitigating an aircraft incident 100 isillustrated. The system 100 includes an aircraft 110, an aircraft paniccomponent 130, a terminal 140 and a terminal component 150. The terminal140 can include an air traffic control system (not shown), air trafficcontroller(s) (not shown) and/or other system(s) and component(s)related to air traffic control and/or navigation of aircraft. Theaircraft 110 can include a commercial, military and/or other aircraftsystem having at least one human aboard.

The aircraft panic component 130 facilitates identification of a panicsituation. For example, a button, switch or other input device can belocated in the cockpit, cabin and/or galley of the aircraft 110. In theevent of a panic situation, such as a hijacking, a pilot and/or crewmember can activate the button, switch other input device in order toidentify a panic situation to the aircraft panic component 130. Oncenotified of a panic situation, the aircraft panic component 130 can atleast partially disable the navigation system of the aircraft 110 and/orother operational functions of the aircraft 110 (e.g., fuel, airflow,fuel control and/or mix of breathable air). For example, the aircraft110 can have its auto-pilot engaged taking the aircraft 110 (e.g.,taking the aircraft to a certain altitude and/or heading), placed on acertain flight plan (e.g., toward a specific location), the aircraft 110can have its auto-pilot temporarily engaged until control of theaircraft 110 is obtained remotely (e.g., by remote person and/or system)and/or navigated remotely (e.g., by a panic situation control center).Once the aircraft panic component 130 has been notified of a panicsituation, navigation of the aircraft 110 cannot return back to “normal”(e.g., returning the at least partially disabled navigation system tocontrol of the pilot) without receiving an appropriate signal and/ormessage from the terminal component 150. Accordingly, the decision toreturn the aircraft 110 to “normal” is taken away from the pilot. Forexample, control of substantially all of the navigational and/oroperational system(s) can be taken away from the pilot and not returnedto the pilot until and unless a signal and/or message has been receivedfrom the terminal component 150.

In accordance with an aspect of the present invention, during a panicsituation, navigation system(s) and/or operational system(s) of theaircraft 110 can be operated remotely. For example, full control of thenavigation system(s) and/or operational system(s) of the aircraft 110can be turned over to remote person(s) and/or system(s) (e.g.,land-based pilot and/or system). Alternatively, limited control of thenavigation system(s) and/or operational system(s) of the aircraft 110can be turned over to a remote person(s) and/or system(s) (e.g.,land-based pilot and/or system). Further, while in a panic situation, itis to be appreciated the aircraft 110 can be landed remotely (e.g.,without intervention of a pilot physically located within the aircraft110).

The terminal component 150 is adapted to receive information (e.g.,related to a panic situation) from the aircraft panic component 130.Optionally, the terminal component 150 can further be adapted to sendinformation to the aircraft panic component 130 (e.g., return navigationto normal signal and/or message). The terminal component 150 can receiveinformation from a human operator (e.g., air traffic controller) and/orcomputer system(s) (not shown). It is to be appreciated that inaccordance with an aspect of the present invention, during flight, theaircraft 110 can be in contact with one or a plurality of terminal(s)150 (e.g., airport terminal(s), panic situation control center(s),NORAD, SAC and/or other flight control center(s)).

Next, referring to FIG. 2, a system for mitigating an aircraft incident200 is illustrated. The system 200 includes an aircraft 210, an aircraftnavigation component 220, an aircraft panic component 230, a terminal240, a terminal component 250 and a first panic device 2601 through anNth panic device 260 _(N), N being an integer greater than or equal toone. The panic devices 2601 through 260 _(N) can be referred tocollectively as the panic device 260. The terminal 240 can include anair traffic control system (not shown), air traffic controller(s) (notshown) and/or other system(s) and component(s) related to air trafficcontrol and/or navigation of aircraft. The aircraft 210 can include acommercial, military and/or other aircraft system having at least onehuman aboard.

The aircraft navigation component 220 facilitates navigation of theaircraft 210. For example, the aircraft navigation component 220 caninclude the computer, electronic, electrical, hydraulic and/or pneumaticcontrol system(s) comprising the navigational system of the aircraft210.

Optionally, the aircraft 210 can include an aircraft operationalcomponent 270 which facilitates operational system(s) (e.g., fuel,pneumatic control, hydraulic and/or air pressure) of the aircraft 210.

The aircraft panic component 230 facilitates identification of a panicsituation. Once notified of a panic situation, the aircraft paniccomponent 230 can communicate the panic situation to the aircraftnavigation component 220 which can at least partially disable thenavigation system of the aircraft 210. Optionally, the aircraft paniccomponent 230 can communicate the panic situation to the aircraftoperational component 270. Further, the aircraft panic component cancommunicate information associated with the panic situation to theterminal component 250 (e.g., identify panic situation to air trafficcontroller). Based at least in part upon communication of the panicsituation from the aircraft panic component 230, the aircraft navigationcomponent 220 can place the aircraft 210 into appropriate safe zone(e.g., specific altitude, for example, 37,000 feet) which can be arestricted airspace, on a certain flight plan (e.g., toward a specificlocation) and/or permit the aircraft 210 to be navigated remotely (e.g.,by a panic situation control center). Further, the aircraft operationalcomponent 270 can, optionally, facilitate placing one, some orsubstantially all of the aircraft operational system(s) to apredetermined state and/or a state based at least in part uponinformation received from the terminal component 250. Once the aircraftpanic component 230 has been notified of a panic situation andcommunicated the panic situation to the aircraft navigation component220, navigation of the aircraft 210 cannot return back to “normal”(e.g., returning the at least partially disabled navigation system tocontrol of the pilot) without receiving an appropriate signal and/ormessage from the terminal component 250. Accordingly, the decision toreturn the aircraft 210 to “normal” is taken away from the pilot.Further, optionally, operation of the aircraft operational system(s) canlikewise not be returned to “normal” without receiving an appropriatesignal and/or message from the terminal component 250.

The terminal component 250 is adapted to receive information (e.g.,related to a panic situation) from the aircraft panic component 230.Optionally, the terminal component 250 can further be adapted to sendinformation to the aircraft panic component 230 (e.g., return navigationto normal signal and/or message). The terminal component 250 can receiveinformation from a human operator (e.g., air traffic controller),computer system(s) (not shown), military control center(s) and/ormilitary computer system(s).

The panic device 260 can include a button, switch, iris scanner, thumbprint reader and the like. In the event of a panic situation, such as ahijacking, a pilot and/or crew member can activate the panic device 260in order to identify a panic situation to the aircraft panic component230. It is to be appreciated that in accordance with the presentinvention, the panic device 260 can be coupled to the aircraft paniccomponent 230 in a variety ways. For example, the panic device 260 canbe electrically, wirelessly (e.g., via radio waves and/or infraredcommunication), pneumatically and/or hydraulically coupled to theaircraft panic component 260. It is to be understood and appreciatedthat the present invention is not limited by these examples and that anyappropriate manner of identifying a panic situation to the aircraftpanic component 230 is encompassed by this invention. In a system 200comprising more than one panic device 260, the aircraft panic component230 can determinate a panic situation has occurred based upon receivinga signal from a single panic device 260, a predetermined number ofsignals from panic devices 260 or receiving signals from all panicdevices 260.

The panic device 260 can be located in the cockpit, galley and/or cabin.For example, a panic device 260 could be located at one, some orsubstantially all passenger seats. For example, a panic device 260located at a passenger seat could signal a pre-panic situation requiringa crew member to override the pre-panic situation signal (e.g., within apredetermined period of time). If the crew member override is notperformed timely, a panic situation is signaled. Further, a sky marshalcan be equipped with a wireless (e.g., handheld) panic device 260.

Turning to FIG. 3, a system for mitigating an aircraft incident 300 isillustrated. The system 300 includes an aircraft 310, an aircraftnavigation component 320, an aircraft panic component 330, a terminal340, a terminal component 350 and a terminal panic device 370.Optionally, the system 300 can include an aircraft panic device 360 ₁through an Mth panic device 360 _(M), M being an integer greater to orequal to one. The panic devices 360 ₁ through 360 _(M) can be referredto collectively as the panic device 360. The terminal 340 can include anair traffic control system (not shown), air traffic controller(s) (notshown) and/or other system(s) and component(s) related to air trafficcontrol and/or navigation of aircraft. The aircraft 310 can include acommercial, military and/or other aircraft system having at least onehuman aboard.

The aircraft panic component 330 facilitates identification of a panicsituation. The aircraft panic component 330 can obtain informationrelated to the panic situation from the terminal panic device 370 and/orthe aircraft panic device 360. Accordingly, a panic situation can beinitiated from the aircraft 310 and/or the terminal 340. For example, anair traffic controller can initiate a panic situation utilizing aterminal panic device 370 (e.g., button and/or switch) if an improperresponse (e.g., voice code, unrecognized voice, message and/or signal)is received from the aircraft 310. Once notified of a panic situation,the aircraft panic component 330 can communicate the panic situation tothe aircraft navigation component 320 which can at least partiallydisable the navigation system of the aircraft 310. Further, the aircraftpanic component can communicate information associated with the panicsituation to the terminal component 350 (e.g., identify panic situationto air traffic controller). Based upon at least in part uponcommunication of the panic situation from the aircraft panic component330, the aircraft navigation component 320 can place the aircraft 310into appropriate safe zone (e.g., specific altitude), on a certainflight plan (e.g., toward a specific location) and/or permit theaircraft 310 to be navigated remotely (e.g., by a panic situationcontrol center). Once the aircraft panic component 330 has been notifiedof a panic situation and communicated the panic situation to theaircraft navigation component 320, navigation of the aircraft 310 cannotreturn back to “normal” (e.g., returning the at least partially disablednavigation system to control of the pilot) without receiving anappropriate signal and/or message from the terminal component 350.Accordingly, the decision to return the aircraft 310 to “normal” istaken away from the pilot.

Turning to FIG. 4, a safe zone component 410 in accordance with anaspect of the present invention is illustrated. The safe zone component410 includes aircraft positional information data store 420, aircraftcondition information data store 430 and/or aircraft resource(s) datastore 440.

The aircraft positional information data store 420 can store informationassociated with the geographical location and/or altitude of theaircraft.

The aircraft condition information data store 430 can store informationassociated with condition(s) of various component(s) of the aircraft.For example, the aircraft condition information data store 430 can storeinformation (e.g., intact, temperature, pressure) with structuralintegrity of various parts of the aircraft (e.g., tail, wings, cargohold, cockpit, cabin and/or galley). For example, the aircraft conditioninformation data store 430 can store a most recent temperature and/orpressure of the cabin (e.g., received from appropriate sensor(s) (notshown).

The aircraft resource(s) data store 440 can store information associatedwith condition(s) of resource(s) of the aircraft. For example, theaircraft resource(s) can store information associated with fuellevel(s).

The safe zone component 410 can be adapted to facilitate identificationof a course of action for the aircraft in a panic situation. The safezone component 410 can determine an appropriate safe zone (e.g.,specific altitude), flight plan (e.g., toward a specific location)and/or permit the aircraft to be navigated remotely (e.g., by a panicsituation control center). The safe zone component 410 can further haveinformation related to geography and/or topology, for example,facilitating identification of air port(s) physically near the aircraftduring the panic situation. For example, the safe zone component 410 candetermine a course of action for the aircraft based at least in partupon aircraft positional information data store 420, aircraft conditioninformation data store 430 and/or aircraft resource(s) data store 440.

Referring next to FIG. 5, a state diagram of an aircraft incidentmitigation system 500 in accordance with an aspect of the presentinvention is illustrated. As illustrated in the example of FIG. 5, anaircraft can have one of two states: normal state 510 and panic state520. During general operation, the aircraft is in the normal state 510.In the event of a panic event 440 (e.g., hijacking), the aircraft isplaced into the panic state 520. The aircraft does not return to thenormal state 510 until and unless a clear panic event 550 occurs (e.g.,an appropriate signal and/or message received from a terminalcomponent).

Next, referring to FIG. 5a , a state diagram of an aircraft incidentmitigation system 560 in accordance with an aspect of the presentinvention is illustrated. As illustrated in the example of FIG. 5a , anaircraft can have one of three states: normal state 564, pre-panic state592 and panic state 576. During general operation, the aircraft is inthe normal state 564. In the event of a panic event 576 (e.g.,hijacking), the aircraft is placed into the panic state 576 (e.g., by acrew member). The aircraft does not return to the normal state 564 untiland unless a clear panic event 572 occurs (e.g., an appropriate signaland/or message received from a terminal component). Additionally, theaircraft can be placed in the pre-panic state 592 by a pre-panic event580, for example, a pre-panic signal received from a passenger panicdevice. Once placed in the pre-panic state 592 affirmative action isrequired (e.g., by a crew member) in a predetermined period of time—aclear pre-panic event 588—canceling the pre-panic event 580. In theevent the clear pre-panic event 588 is not timely received, the aircraftis placed into the panic state 592 by an inferred panic event 584.

It is to be appreciated that in accordance with the present invention anaircraft can be placed into additional states, for example, panic alertstate and/or restricted state. These additional states can depend, forexample, upon local, regional, national and/or global emergencies. Theseadditional states can further depend upon information from governmental(e.g., Federal Aviation Authority), military (e.g., Army, Navy, AirForce and/or Marines) and/or civilian entities.

Turning to FIG. 6, a system for a mitigating aircraft incident 600 inaccordance with an aspect of the present invention is illustrated. Thesystem 600 includes an aircraft 610 coupled to a remote system 650. Theaircraft 610 includes an aircraft communication component 630facilitating transfer of information related to the aircraft to theremote system 650. The aircraft communication component 630 can becoupled to aircraft navigation information 620 and/or aircraftoperational information 640.

The aircraft navigation information 620 can include informationassociated with navigation of the aircraft 610. The aircraft navigationinformation can include a log, database and/or other data store ofnavigation information, for example, a time-stamped record of airspeedand/or heading(s). The aircraft operational information 640 can includeinformation associated with operation of the aircraft 610. The aircraftoperational information can include a log, database and/or other datastore of operational information, for example, fuel usage, an amount offuel remaining, airflow, fuel control, mix of breathable air, cabintemperature(s).

The aircraft communication component 630 can further be adapted tocommunicate additional information to the remote system 650. Forexample, the aircraft communication component 630 can transfer image(s)and/or streaming video of the cockpit, cabin, galley, cargo hold and/orother area(s) of the aircraft 610.

The remote system 650 can include a remote communication component 660facilitating transfer of information from the aircraft 610. The remotesystem 650 can further include a remote analyzing component 670 foranalyzing information associated with the aircraft 610.

It is to be appreciated that information communicated from the aircraftcommunication component 630 and the remote communication component 660can be performed at regular interval(s), at the request of the remotesystem 650, at the request of a pilot (not shown) and/or once a panicsituation has occurred. By receiving information associated with theaircraft 610 (e.g., navigational and/or operational), remote person(s)and/or system(s) can be better equipped to handle aircraft panicsituations.

Referring to FIG. 7, a system for mitigating an aircraft incident 700 isillustrated. The system 700 includes an aircraft 710, an aircraftnavigation component 720, an aircraft incident component 730, a terminal740, a terminal component 750 and a terminal incident device 780.Optionally, the system 700 can include an aircraft incident device 760 ₁through a Pth incident device 760 _(P), P being an integer greater to orequal to one. The aircraft incident devices 760 ₁ through 760 _(P) canbe referred to collectively as the incident device 760. The terminal 740can include an air traffic control system (not shown), air trafficcontroller(s) (not shown) and/or other system(s) and component(s)related to air traffic control and/or navigation of aircraft. Theaircraft 710 can include a commercial, military and/or other aircraftsystem having at least one human aboard. Optionally, the aircraft 710can include can include an aircraft operational component 770 whichfacilitates operational system(s) (e.g., fuel, pneumatic control,hydraulic and/or air pressure) of the aircraft 710.

The aircraft incident component 730 facilitates identification of anincident. The incident can be related to a non-catastrophic situation,for example, loss of a redundant component such as an engine, anemergency, for example, a pilot becoming ill and/or a catastrophicsituation. The aircraft incident component 730 can obtain informationrelated to the incident from the terminal incident device 780 and/or theaircraft incident device 760. Accordingly, an incident can be initiatedfrom the aircraft 710 and/or the terminal 740. For example, an airtraffic controller can initiate an incident utilizing a terminalincident device 780 (e.g., button and/or switch) if an improper response(e.g., voice code, unrecognized voice, message and/or signal) isreceived from the aircraft 710. Once notified of the incident, theaircraft incident component 730 can communicate information associatedwith the incident to the aircraft navigation component 720 which canfacilitate corrective and/or emergency course(s) of action. For example,the aircraft navigation component 720 can, at least temporarily, engagethe auto-pilot system(s) in during an illness of a pilot. Further, theaircraft incident component 730 can communicate information associatedwith the incident to the terminal component 750 (e.g., identify incidentto air traffic controller). Based upon at least in part uponcommunication of the incident from the aircraft incident component 730,the aircraft navigation component 720 can place the aircraft 710 intoappropriate course of conduct (e.g., take air craft to a specificaltitude, put aircraft on a certain flight plan—toward a specificlocation and/or permit the aircraft 710 to be navigated remotely).

Optionally, the aircraft incident component 730 can communicateinformation associated with the incident to the aircraft operationalcomponent 770. The aircraft operational component 770 can facilitateplacing one, some or substantially all of the aircraft operationalsystem(s) to a predetermined state and/or a state based at least in partupon information received from the terminal component 750 and/oraircraft incident component 730.

In view of the exemplary systems shown and described above,methodologies which may be implemented in accordance with the presentinvention, will be better appreciated with reference to the flow chartsof FIGS. 8, 9, 10 and 11. While, for purposes of simplicity ofexplanation, the methodologies are shown and described as a series ofblocks, it is to be understood and appreciated that the presentinvention is not limited by the order of the blocks, as some blocks may,in accordance with the present invention, occur in different ordersand/or concurrently with other blocks from that shown and describedherein. Moreover, not all illustrated blocks may be required toimplement a methodology in accordance with the present invention. Inaddition, it will be appreciated that the exemplary methods 700, 800,900 and 1000 and other methods according to the invention may beimplemented in association with the aircraft incident mitigating systemillustrated and described herein, as well as in association with othersystems and apparatus not illustrated or described.

The invention may be described in the general context ofcomputer-executable instructions, such as program modules, executed byone or more computers or other devices. Generally, program modulesinclude routines, programs, objects, components, data structures, etc.that perform particular tasks or implement particular abstract datatypes. Typically the functionality of the program modules may becombined or distributed as desired in various embodiments.

Turning to FIG. 8, a methodology 800 for mitigating an aircraft incidentin accordance with an aspect of the present invention is illustrated. At810, a determination is made whether a panic event has been received. Ifthe determination at 810 is NO, processing continues at 810. If thedetermination at 810 is YES, at 820, the aircraft navigation and/oroperational system(s) are disabled—partially or substantiallycompletely. At 830, the aircraft is sent to a safe zone (e.g., basedupon a safe zone component and/or an aircraft panic component). At 840,a terminal is notified of the panic event.

Referring to FIG. 9, a methodology 900 for mitigating an aircraftincident in accordance with an aspect of the present invention isillustrated. At 910, a determination is made whether a panic event hasbeen received. If the determination at 910 is NO, processing continuesat 910. If the determination at 910 is YES, at 920, the aircraftnavigation and/or operational system(s) are disabled. At 930, theaircraft is sent to a safe zone (e.g., based upon a safe zone componentand/or an aircraft panic component). At 940, a terminal is notified ofthe panic event. At 950, a determination is made whether a clear panicevent message has been received (e.g., from the terminal). If thedetermination at 950 is YES, at 960, control of the navigation and/oroperational system(s) of the aircraft are returned to the aircraft andprocessing continues at 910. If the determination at 950 is NO,processing continues at 950.

Next, referring to FIG. 10, a methodology 1000 for mitigating anaircraft incident in accordance with an aspect of the present inventionis illustrated. At 1010, a determination is made whether a panic eventhas been received. If the determination at 1010 is NO, processingcontinues at 1010. If the determination at 1010 is YES, at 1020, theaircraft navigation and/or operational system(s) are disabled. At 1030,the aircraft is sent to a safe zone (e.g., based upon a safe zonecomponent and/or an aircraft panic component). At 1040, a terminal isnotified of the panic event. At 1050, the aircraft is navigated byremote control (e.g., from the terminal and/or a aircraft incidentcontrol center). At 1060, a determination is made whether a clear panicevent message has been received. If the determination at 1060 is YES, at1070, control of the navigation and/or operational system(s) of theaircraft are returned to the aircraft and processing continues at 1010.If the determination at 1060 is NO, processing continues at 1050.

Turning to FIG. 11, a methodology 1100 for mitigating an aircraftincident in accordance with an aspect of the present invention isillustrated. At 1110, a predetermined period of time (e.g., 11 minutes)is waited. At 1116, a determination is made whether an input signal(e.g., appropriate operator iris scanned, thumb print detected, voicesignal received, button depressed and/or other affirmative action) hasbeen received during the predetermined period of time. If thedetermination at 1116 is YES, processing continues at 1110. If thedetermination is NO, at 1120, the aircraft navigation system, at leastpartially, is disabled (e.g., a panic event declared). At 1130, a courseof action for the aircraft is determined (e.g., based upon a safe zonecomponent and/or an aircraft panic component). At 1140, a terminal isnotified of the panic event.

Although the invention has been shown and described with respect tocertain illustrated aspects, it will be appreciated that equivalentalterations and modifications will occur to others skilled in the artupon the reading and understanding of this specification and the annexeddrawings. In particular regard to the various functions performed by theabove described components (assemblies, devices, circuits, systems,etc.), the terms (including a reference to a “means”) used to describesuch components are intended to correspond, unless otherwise indicated,to any component which performs the specified function of the describedcomponent (e.g., that is functionally equivalent), even though notstructurally equivalent to the disclosed structure, which performs thefunction in the herein illustrated exemplary aspects of the invention.In this regard, it will also be recognized that the invention includes asystem as well as a computer-readable medium having computer-executableinstructions for performing the acts and/or events of the variousmethods of the invention.

In addition, while a particular feature of the invention may have beendisclosed with respect to only one of several implementations, suchfeature may be combined with one or more other features of the otherimplementations as may be desired and advantageous for any given orparticular application. Furthermore, to the extent that the terms“includes”, “including”, “has”, “having”, and variants thereof are usedin either the detailed description or the claims, these terms areintended to be inclusive in a manner similar to the term “comprising.”

What is claimed is:
 1. A system, comprising: a navigation component thatinterfaces with a navigation system of an aircraft, wherein thenavigation system is programmed according to a first flight plan; apanic component that determines the aircraft is subject to a panicsituation; and a safety component that, in response to the aircraftbeing subject to the panic situation: reprograms the navigation systemfrom the first flight plan to a second flight plan, wherein the secondflight plan is determined by the safety component based on an incidentmitigation protocol, and instructs the navigation system to refusechanges to the second flight plan.
 2. The system of claim 1, wherein thesafety component activates an autopilot component, wherein the autopilotcomponent automatically manipulates a control system of the aircraftaccording to the second flight plan.
 3. The system of claim 2, whereinthe safety component instructs the control system to deactivateresponses to manual input to elements of the control system.
 4. Thesystem of claim 1, wherein the second flight plan directs the aircraftto a specified destination determined by the safety component based on astate of the aircraft.
 5. The system of claim 4, wherein the secondflight plan directs the aircraft to a specified altitude that isdetermined by the safety component to be restricted airspace.
 6. Thesystem of claim 4, wherein the second flight plan directs the aircraftto the specified destination according to heading data determined by thesafety component.
 7. The system of claim 4, wherein the safety componentdetermines the heading data based on a determination of an amount ofremaining fuel.
 8. The system of claim 1, wherein the safety componenttransmits panic data representative of the panic situation to a remoteterminal that is remote from the aircraft.
 9. The system of claim 8,wherein the safety component instructs the navigation system to allowchanges to the second flight plan in response to the changes beingreceived from the remote terminal.
 10. The system of claim 8, whereinthe safety component instructs a control system of the aircraft to beresponsive to remote input from the remote terminal.
 11. The system ofclaim 8, wherein the safety component instructs the navigation system topermit changes to the second flight plan in response to the paniccomponent determining the aircraft is no longer subject to the panicsituation and an authorized signal from the remote terminal thatverifies the aircraft is no longer subject to the panic situation. 12.The system of claim 11, wherein the safety component instructs a controlsystem of the aircraft to reactivate responses to manual input toelements of the control system.
 13. A system, comprising: a navigationcomponent that interfaces with a navigation system of a vehicle, whereinthe navigation system is programmed according to a first travel plan; apanic component that determines the vehicle is subject to a panicsituation; and a safety component that, in response to the vehicle beingsubject to the panic situation: reprograms the navigation system fromthe first travel plan to a second travel plan, wherein the second travelplan is determined by the safety component based on an incidentmitigation protocol, and instructs the navigation system to refusechanges to the second travel plan.
 14. The system of claim 13, whereinthe safety component activates an autopilot component, wherein theautopilot component automatically manipulates a control system of thevehicle according to the second travel plan.
 15. The system of claim 14,wherein the safety component instructs the control system to deactivateresponses to manual input to elements of the control system.
 16. Thesystem of claim 15, wherein the safety component instructs thenavigation system to permit changes to the second flight plan inresponse to conditions being satisfied, wherein the conditions comprise:the panic component determines the vehicle is no longer subject to thepanic situation, and an authorized signal from a remote terminal that isremote from the vehicle verifies the vehicle is no longer subject to thepanic situation.
 17. A method, comprising: determining that an aircraftis subject to a panic situation; reprogramming a navigation system ofthe aircraft from a previous flight plan to a panic flight plan;instructing the navigation system to refuse changes to the panic flightplan in response to the changes being input via a local navigationinterface situated in the aircraft; engaging an autopilot component thatautomatically manipulates elements of a control system of the aircraftaccording to the panic flight plan; and instructing the control systemto be unresponsive to input to the control system via a local controlinterface situated in the aircraft.
 18. The method of claim 17, furthercomprising communicating panic data indicative of the panic situation toa remote terminal that is remote from the aircraft.
 19. The method ofclaim 18, further comprising instructing the navigation system to permitchanges to the panic flight plan in response to the changes beingreceived from the remote terminal.
 20. The method of claim 18, furthercomprising instructing the control system to be responsive to input tothe control system that is received from the remote terminal.